Electric railway-signal



(No Model.)

A. Z. BODA.

ELECTRIC RAILWAY SIGNAL.

No. 397,270. Patented Feb. 5, 1889.

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zin@- 'g mm (No Model.)

' 4 Sheets-'Sheet 2.

A.Z.B0DA.

ELEGTRIG RAILWAY SIGNAL.

No. 397,270. Patented Feb. 5. 1889.

(No Model.) 4 Sheets-Sheet 3.

A. z. BODA,

- ELECTRIC RAILWAY SIGNAL. No. 397,270. Patented Peb. 5, 1889.

A 2r l (No Model.)

Y v 4 Sheets-Sheet 4. A.Z.B0DA.l

ELECTRIC RAILWAY SIGNAL..

Patented Feb. 5, 1889,

NiTn STATES PATENT Tries..

ABIA ZELLAR BODA, OF COLUMBUS, OHIO.

ELECTRIC RAILWAY-SIGNAL.

SPECIFICATION forming part of Letters '.Patent No. 397,270, dated February 5, 1889.

Application filed August 22, 1888. Seria-l No. 283,481. (No model.)

To all whom it may concern:

Be it known that l, ABTA ZELLAR BODA, a citizen ot' the United States, residing at Columbus, in the county of Franklin and State of Ohio, have invented certain n ew and useful Improvements in Electric Railway-Signals; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

illy invention relates generally to that class of railway-signals of which the block-signals now in use are one type; and it is the purpose of my invention to equip a line of railway of any length with a series of similar signals having electric action and arranged along the line at suitable intervals, said signals being electrically connected with con tact-poi nts, which are so placed at or near each signal vstation or point that they shall successively have electrical connection with contact-arms carried by the locomotive or other part of the moving train, whereby the passage of a train shall set the signals in both directions over a predetermined interval and in such manner that should a second and following train reach any given signal-station before the preceding train has passed the station or point in advance thereof an audible alarm will be given upon the cab of the following train and the engineer notified of the fact that'both trains are running within the same interval.

Generally the systems of railway-signals heretofore and now in use for the prevention of collisions of trains are dependent upon 'the operation of some kind of visible signal, requiring the attention of the engineer to detect whether the signal is set to danger l or safety position. However perfect the operations ot these visible signals may be, frequent collisions of trains occur because the engineers may, at the moment of nearing or passing a signal-station be engaged in atten tion to the machinery of their engines and thus fail to notice whether the signal is in danger or safety position; or if the trains be running in dark, foggy/f', or stormy nights the signals may not be at all discernible; also, the duties of engineers, requiring alertness of attention or prompt action, are sufficiently onerous and responsible without Aimposing upon them the extra task of watching signal points and stations in order to ascertain whether or not they may safely proceed with their t ains.

It is the main purpose of my invention to relieve engineers `from the attention and responsibilityolf detecting the positions of visible signals by placing in the cabs of engines audible alarms which will automatically give warning that trains are in proximity of danger. Then aline of railway is equipped with my invention, the engineers will not be required to give any attention to visible signals arranged along said line of railway, as the operation ot' my audible danger-alarm is entirely automatic and gives notice to engineers of danger regardless of their attention to side posts, lights, or other visible signals.

Another distinctive vimprovement in my invention over the old systems of railway-sig= nals consists in the simplicity of its mechanical parts, which results from the employment of an audible alarm on the moving train,

vwhereas the old systems, with visible signals,

`spriugs,weights, or compressed air, to operate them. In myinventiona slight movement of a series of contact-armatnres operated by energized electro-magnets not only become the functional equivalents of but are safer, less complicated, and less expensive than visible signals; also, they bring int-o operation the audible alarms on moving trains when danger exists in advanceof their course of travel, said alarms continuing to sound until the engineers stop their trains or cutthe alarms out of circuit.

yIt is also the purpose ot' my invention to so arrange the system of signals that the same or a similar notitication shall be given to the engineer of trains running in the same or in opposite directions, whereby danger of collision upon a single track shall be wholly avoided,Y

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relativedirection of movement or travel ot' such trains.

My invention also comprises an audible alarm, which is carried by a locomotive or other part ot a train and operated by a local battery, which is also arranged upon a convenient part ot' said engine or train, the circuit ot' said battery being established at any signal station or point by the arrangement ot signals which was produced at said point by the passage oi' a preceding train, and which will. remain until the said train has passed the next signal station or point and thereby restored said signals at the rearward stations to normal position; and at the same time it will set those at the advance stations to what may be termed the danger position, provision bein g made upon sin gl est-rack lines for operating the signals upon both sides oi' theline simultaneously and troni either side ol' the locomotive, whereby the presence of two trains upon the same or upon adjacent intervals is indicated whether said trains are moving in the same or in opposite directions. It is my purpose, in short, to provide a simple and reliable system otf electrical signals which are adapted for use upon any line, whereby the approach ot' trains within a predetermined intervalA of each other shall be instantly indicated to the engineers by an audible alarm,

which will operate until checked.

To these ends my invention consists in the several novel teatures oi construction and arrangements or combinations of parts which are hereinatterfnlly disclosed in the description, drawings, and claims.

Referring' to the accompanying' drawings,

forming part of this application, wherein the same reference numerals and letters indicate the saine or corresponding parts, Figure 1 represents a diagram showing the arrange ment of signals and circuits at two adjacent stations or points, a railway-track, a terminal station of the road, andan engine about to pass between said signal-stations; Fig. i2, a partial diagram showing the relative change produced by the passage of a train by a signal station or point on the line of a road; Fig. 3, a detailV section and partial plan view of one of the signal-posts and its contact points and connections, and Fig. -fla detail view shtnving a slight modification ot' construction hereinat'ter described.

In `the drawings the reference-numeral 1 denotes a roadway, which may be either a double or single line of tracks, though tor convenience ot' i llnstration l have shown the latter only. Along this line ot road l arrange a series oli' signal stations or points, which are separated by distances or intervals oli' any suitable length-as, for example, one, two, or three miles. inasmuch as the construction and arrangement ot' parts at each signal point or station is substantially the same, l have only shown two ot such stations and their proper eq uipmen t s.

The reference-numeral. 2 designates one of the terminal points ot' the road, orit may serve to denote a station located between any two signal-stations From this terminal or other station extends a line-wire, S, which is carried beside the roadway upon any suitable insulated sul'iports--sueh as the telegraphpoles in usewandconnected upin each signalstation in the manner hereinafter described.

At each sign al-station along theline oili' road is placed what may, t'or convenience, be termed a signatpostg which is illustrated in detail in Fig. l. 'lhe construction of this, however, may be greatly modited without affecting the nature ol.' my invention, the it'orm shown in the drawings being only typical. Each signal-post may consist of a body or up right portion, 't, upon which a bridge or plate, 5,01? non-conducting material, is hinged or pi votall y mounted at 5 and n orlnally drawn down by a spring, il, into a position slightly inclined `from the horizontal. Upon this bridge or plate 5, on its under side, is mounted a linacket, 7, made ot.` suitable conducting material and provided with a bimling-screw, 5%. This bracket is held bythe tension ol the spring ti in electrical contact with an adjustablc post, t), carrital by a condnoting-plate, 1U, which is mounted upon the side oi the upright portion lot the signahpost and pro vided with a binding-post, lil. '.lhe line-wire fl is connected to a binding-post, lli, which has connection b v a wire, 1l, with said bracket 7.

Upon the pivotally-mountcd brid or plate are arranged three electrical.contactpoints, 15, 1G, and 17, which are arranged in substantial parallelism with ythe roadway and separated from each other by suitable intervals; also, upon the same bridge or plate are placed two other contact-points, 1R and 19, whit-h lie in a separate but substantially parallel line and alternate with said contactspoints 15, 1li, and 17 in the manner most plainly shown in Fig. 3 of the drawings. The contact-point 15 is electrically connected to the bracket 7 by a wire, 20, the eontactpoint lf3 'is connected by wire 21 with a binding-post, 22, and contact-point 17 is similarly connected by a wire, 23, to a binflingpost, lt. Ol? the separate and alternating series ot contact-points 18 and 19 the former, 1S, is connected by a wire, 25, to a landing-post, 2G, on the upright L of the signal-post, 'while the latter, 19, is connectedin a similar manner by a wire, 27, to a bindingpost, 2S, which is connected Al y a wire, G9, with a similar bindingposton the opposite side ot' the track, which is eonstruetei'l and arranged the same as that shown in Fig. 23.

It is deemed best to first describe thee( 1nipment ot' a single signal-station, then the electrical connections with the signal-post s at said station, and then the operation ot the signaling mechanism in connection with passing trains.

Reterrin g to liig. l ol' the drawings, the reif erence-letter S designates any suitable support or signal-board, composed of wood or TOO IIO

similar insulating material. Upon t-his support are arranged electro-magnets 30 and 30 and an armature-lever, 3l, one end ot which, Si), is insulated in any suitable manner; also, upon the ends of this armature -lever are mounted insulating-blocks of rubber, 8f3 and St, and upon suitable uprights or brackets, 35, are secured contact-arms 3G and 237, which have elasticoi vicldingbearing upon the ends ot said -armature-l ever and are alternately cut out of circuit as the latter vibrates; also, upon said support or signal-board S are arranged similar electro-magnets, 3S and 3S', which attract the ends ot' an armature-lcver, 530, which is provided with an insulating rubber block, 40, upon one end; also, an elastic or yielding contact arm, 4l, mounted on an upright bracket, t2, engages with the end et' this armature-lever. A third set oi' magnets, 43 and and 43', is also arranged upon said supporrt or sign al-board and attracts an armature-lever, 44:. Upon the end ot said lever Which is attracted by magnet t is mounted an insulating-block, 45; also, upon an upright or bracket, 4G, is arranged an elastic or yielding contactarm,l7, which rests upon this armature-lever.

'lhc parts thus described are electrically connected as follows: The two stations illustrated, as well as all others upon the road, are connected by the line-wire 3, which, as more plainly shoivn in Fig. 3, is in normal connection through binding-post 13, wire 14, bracket 7 and wire 20 with contact-point l5 on the bridge or plate 5. Line-wire 3 is also in connection through contact-point 9, binding-post 2, and wire l2 with binding-post t9 and the coil ot' magnet SO, as shown in Figs. l and The contact-poin t 1G is connected by wire 2l, binding-post 22, wire 48, and binding-post t9 with magnet 30 5 also,binding-post 49 and magnet 30 are connected by a Wire, 50, through binding-post 5l and Wire 52, to arm attire-lever 3l, a ground-coimection being made through Wire 53. From binding-post 5l the connection is made by a Wire, 54, carried to bindingpost 55, thence through magnet 3S, bindingpost 56, and by wire 57 to line-wire 3 and the station beyond. The contact-point i7 is connected by wire 23, binding-post 2t, and wire 59 to binding-post (SO. From this point the connection is b v Way ot the magnet 43', binding-post 6l, and Wire (i2 to earth. The contact-point i8 in the separate and alternating' series upon the bridge 5 is connected by Wire 25 to-binding-post 2t, thence by wire GS to binding-post 6l, andby wire (35 to the end of armature-lever t4. From this point connection is by way ot` armature-lever 44, contactpoint 47, and wire Go to the earth. f All the ground-connections are made through the point 67.

Referring now to the opposite side ot the track, a series ot' signals is here arranged precisely the same as those already described, with the single dit't'erence that, being arranged for trains moving in the opposite direction, they have a reverse order, or the arrangement that Would be produced by simply turning the signal-board S end for end. A signalpost, l, is also provided on this side ot' the track and connected up in the manner already set forth, but having' the tree end ot' its bridge or plate 5 turned in the direction.. ot' movement or travel of the trains, by which the coi'itrolling impulses are transmitted through the contact-points of the automatic bridge. These signal-posts and the signals with which they are connected are arranged upon opposite sides ol the track at each signal station or point, and their pivotally-mounted bridges or plates are turned in opposite directions, one being acted upon by trains moving' in one direction and the other by trains moving in the opposite direction.

From t-he tinal contact-point, lf), in the separate and alternating series thereof, which are secured upon the bridge 5, a Wire, 27, connects,` by way ot' binding-post 2S and Wire (if), (which latter passes across the track, either above or below the same,) with the bindingpost 7l, which connects with the insulated end of the arnmture-lever 3l on the signalboard S by a wire, 7 2. In this set ot signals the several connections are the same as those already described, and the parts are designated by similar characters. From the contact-point 19 on this signal-post, arranged as described, a wire, 70, is led through a suitable binding-post across the track to a bindingpost, 7l, on the support or signal-board S. This post also connects by a wire, 7 2, with the insulated end 32 ot an armature-lever, 3l. The remaining electric connections Will be indicated in the course ot' the description.

lfpon the locomotive, within the cab, or in any suitable position upon the train I arrange a battery, B, from one pole ot which the current is grounded through the runninggear in the usual manner. Connected with the other pole of the battery is a Wire, 7 et, passing through the electro-magnet of a callbell, 75', or other audible signal, from which said wire passes to the coil ot a magnet, 7 t5, which. when energized, attracts an armaturelevcr, 77. The end of this armature-lever vibrates between the contact-points 7 S and '79, the former being i'vonnectcd by Wire 8O to one pole of the battery B.

A support, Si, is movably secured to a transverse bar, Sl', which is mounted upon the engine orother suitable part ot' the train in such manner that said support may be laterally adjusted thereon and secured in place by a bolt or screw, Sl. To each side of this support are secured cemlucting-arms 82 and S2',

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which project outnf'ardly over the position occupied bythe signal-posts. These arms are of ditterent relative lengths, and their arrangement is such that, when adjusted, their ends will pass over the signal-posts Ain the vertical planes of the two series of contact-points l5, l0, and ,l7 and i8 and 19. Upon the outer extremities ot` these arms are mounted rolling contact disks or wheels S3, of conducting material. l preferably mount, the inner ends of said arms S2 and 32' upon hinged or yielding brackets 34, so as to enable them to act with a yielding pressure upon said contact-points when passing' over the same. AFrom the contact-point 7 Si two wires, 35 and (so, are carried to the two shorter arms hbQ'and in a similar i manner two wires, 37 and 33, are carried l'rom the wire 74, leading l'rom one pole of the battery to the two longer arms, 32, The alarm carried upon the train may consist oli' any ordinary electric. call-bell.

liet Vit be supposed that the loconn'itive or train equipped in the manner just set li'orth leaves the terminal station 2 oi' a line ot' railway. At. this station are arranged two contact-points, 37' and S3', which are separated by a slight interval and both placed in electrical connection with the line-wire 3. \Vhen the \\'l1eel -\d-arm .Q2 nia-kes electrical contact with the point S7', as the train leaves said station an impulse will be sent over the line-wire from the battery B, and this impulse will pass over said line-wire to the binding-post 1.3 on the signal-post 4 ot' station No. 1; thence the impulse will pass by wire 14, bracket 7, post El, plate 1U, binding-post 12, wire 12', and binding-post 49 to the coil ot magnet 30, thence by binding-post 30, wire 50, binding post 51, and wire 52 to armature-lever 31, and thence by contact-point 3G and wire 53 to the ground. This energizes magnet 30, attracts the armature-lever 31, cuts oft the groundconneetion by way ot' contact-point 36 and wire 53 and brings the insulated end 32 of said armature-lever and its attached wire 7 2 in connection with the ground through contact-plate 37 and wire The second iinpulse ilnparted through contact-point 38' being then made, the current is passed frein the battery on the engine or other part of the train through the wheeled arin 82 over lincwire 3 to the first signal-post, where it passes by the course already described to the binding-post 49 and magnets 30; thence by binding-post 30, wire 50, binding-post 51, wire 54, and binding-post to magnet 38; thence by way of binding-post 5G and wire 57 to binding-post 58; thence by line-wire 3 to the next station or signal-point beyond, where it enters the landing-screw 13 of said signalpost, traverses wire 1.4, bracket 7, post 9,

binding- Jost 12 and the wire 12 leading to magnet 30 at said station, and thence to ground by the course already set forth, attracting the armature-lever 31 at the second station ahead and bringing its insulated end into ground-connection in the manner already deseribed in connection with the preceding station. Let it next be supposed that the engine and train after leaving the terminal station, and having set the signals in the manner described, have reached signal station or point No. 1, where 4the wheeled conducting-arms 82 and 82 encounter the bridge or plate 5 and have rolling contact thereon, `the arm 32 passing its wheel 83 over the three l contact-points 15, 16, and 17, while the con,-

ducting-arm 32' passes over the separate and alternating contact-points 13 and 1,9. As the longer wheeled cond ucting-arm, 32, strikes the contact-point 15, an impulse is sent back over the line-wire 3, and the connection between bracket 7 and post .fl is broken by reason oli' said conducting-arm tilting the bridge 5 upon its pirot- 5 against the tension of the spring t3. The action produced by this impulse will be described hereinafter. As said conductingarni next strikes the contact-point 1G, an impulse is sent over wire 21 and th rough bindingpost 22, thence by wire 43 to l' ii'icling'post49, magnet 30, wire 50, ljiinding-post 51, wire 54, binding-post 55, magnet 33, binding-post 5G, wire 57, binding-post 5S, and line-wire to the automatic orpiyoted bridge 5 at the next station in advance, when said impulse is transmitted in a similar niannerto the second station in advance, attracting thearmature-lever 3l at that station and bringing its insulated end 32 into ground-connection through the contact-arm 37 and wire 53. As the conducting-arm 32 makes contact with the final one, 17 oi' the three contact-points, an impulse is transmitted over wire 23, through bindingpost 24 and wire 59, to the binding-post 60, and thence passes through magnet 43', which attracts the armature-lever .44, the current grounding through the binding-post 61 and wire Then the armature-lever 44is thus thrown into the position shown in Fig. 2, its end is in connection with the earth through the contact-arm 47, bracket 46, and wire (56, thereby giving a direct earth-connection to the final contact-point, 17. The signals will now remain in this position until the next succeeding signal-station is reached by the train, whereupon the following result will ensue: Then the wheeled conducting-arm 82 makes contact at station No. 2 with the bridge 5, the connection between post 9 and bracket 7 being broken, an impulse will be sent from contact-point 15 back over wire 12 and linewire 3 to station 1, when the current will enter at binding-post 58 and pass through contactpoint 4l, armature-lever 39, and wire 53 to binding-post 54; thence through magnet 38', attracting armature-lever 39 back to normal position, as shown in Fig. l; thence by binding-post 55 and wire 55 to binding-post 57 thence through magnet 43, attracting armature-1eyer44, and back to its normal position, breaking the ground connection through wire G6 and its connections; thence through binding-posts 58 and 58" by way of a wire,

58", back to the magnet 30', attracting armature-lever 31 to its normal position, and to ground through binding-post 30" and wire 34'. This will be the action of the signals so long as the railway sect-ions or divisions are not invaded by other tra-ins during the period of time occupied by any given train in passing from point to point or station to station. Should it happen, however, that after leaving station No. l, and before arriving at IOO IIO

station No. 2, a second and following train should also arrive at and pass signal-stationv No. l, then the result will be as follows: The respective parts being in the position shown in Fig. 2 of the drawings, the wheeled conducting-arm 82', in making contact with the first, 1S, of the alternating series ot contactclosing the connection between said lever and contact-point 78, and thence back to the other pole of the battery through wire SO. The complete circuit, prior to the connection, will be through contact 7 9 and thence by wire S5 to wheeled arm S2. The moment, however, that the armature-lever 77 is operated the circuit will be from the battery B through wire 7 4, the call-bell coil 7 5, magnet 76, armature-lever 77, contact-point 7 S, and wire 80 to the other pole of the battery, which may thus be said to be switched in, whereby the call will continue to act until it is checked by the engineer. The latter is thus notified that his train is within undue proximity to the preceding train and knows that the latter is still upon the section or interval separating the stations.

It will be readily seen from the foregoing description that by the duplicate arrangement of parts upon opposite sides of the track each train will receive an alarm 'from approaching trains moving in the opposite directions. For example,'an approaching train will, at a distance oi' two signal-stations, set the armature-lever 31 on the signal-board S to ground. Then as the engine shown in the drawings reaches either ot" the two stations in advance oi' the approaching train the wheeled conducting-arm 82 will complete the circuit of the call-bell through the contact-point 19 on the bridge or plate 5 and cause the current to pass thence by wire (19, binding-post 7l, wire 72, insulated end 32 of armature-lever 31, contact-arm 37, and wire 53 to earth. Should no train be within the distance or interval named, then there will be no action, as the current cannot get to earth and thereby switch in the call-bell circuit.

It will be obvious from the foregoing that my invention provides a simple and reliable system of signaling, which is operated wholly by a battery carried by the locomotive or other part ot' the moving train, whereby all the signals are set ior two signal stations or points in advance'of tle moving train in such position as to insure an alarm in the event of a train approaching in the opposite direction, said signals being left in the positions to which they are set till they are restored to normal position by the passage of the train by the next ensuing station.` It should be particularly noted, however, that while every train sets the signals for two stations in advance of its own position it only restores the signals to normal position at the station last passed by said train. The reason for this is obvious, as a train having movement in one direction might arrive at a given signal-point at the same instant that an oppositely-moving train reached the station in front of it, whereupon the action of the one would neutralize that of the other. By setting these signals for two stations ahead of each train, however, such a contingency is wholly avoided, and in the ease of a following train no similar result is to be apprehended.

The support Sl, as already stated, is rendered adjustable laterally in order to bring the wheeled arms S2 and S2 over the signalposts on either side of the roadway, since in backing up it is as important to operate the signals as in movin gin the opposite direction. I may also mount these wheeled conductingarms and the bridges or plates 5 and their contact-points beneath the engine or other part of the train, as shown in Fig. 4, and so arrange them that they will make the necessary contacts between the rails. An elastic bearing may also be provided for said wheeled conducting-arms in order to insure yielding Contact with said bridges or plates.

Having thus fully described the construction, arrangement, and operation of the several parts of my invention, what I claim as new isl. A series oli' electric-railway-signal stations arranged upon both sides of a railway and at suitable distances apart, in combination with two independent series oi' contact-points at said stations, a main-line wire, a moxv'ingtrain, an audible alarm, conducting-arms, and a battery located on said moving train, an electromagnet in circuit with said battery, an armature-lever and contact-points in circuit therewith and with said battery, and an armaturelever located on said moving train, whereby an audible alarm may be sounded thereon, substantially as described.

2. In an electric signal, the combination, with a series of electro-magnets, their armature levers, a main-line wire and suitable ground-connections, of a signal-post provided with two separate series of contact-points connected to said line-wire, a reversely-arranged system of signals, a battery mounted upon a moving train, an audible alarm connected with one pole of said battery, a switch-lever, and conducting-arms extending 'from said moving train and. electrically connected with one pole of said battery, and a contact-point intermediate of said switch-lever and conductingarms, substantially as described.

3. In an electric railway-signal, the combination, with a duplicate reversely-arranged system of signals, of a signal-post provided with a pivotally-mounted bridge or plate car- IOO IIO

rying' a double series ot' independent alternat-A ing' contact-points, a s priiig' normally holdingl said bridge in an inclined position, a mainline wire, two eontactpoints connected therewith, and a battery and conducting-arms mounted upon a moving' train,\\'hereby electrical impulses are sent over said main line to the signals, substantial] y as described.

l-. In a system of electric signals, the combination, with a series of electric circuits, ot' a signal post having a pivotally-nlounted bridge provided with contact-points, connectin gwres leading to th e respective circuits, a bracket eonneeted to said bridge, a main-line wire, and a sijrring which normal] y draws said bridge into inclined position or making' eleetrical Contactbetween said bracket and a wire leadingl to one of said signala'firenits, subst an tially as described.

An electric railway-signal ctmsistingI of two contact-points, 8T SS, amain-line wire, fi, which is electrically connected therewith, an electro-magnet, EEO, which is normally in circuit with said line-wire, an armattire-lever, 2&1, in the same circuit, and a wire, 53,' leading to the earth, in combination with a conductingarm, Si, and a suitable battery on a moving train, whereby said armature-leveris operated to shunt the circuit transmitted to it from said battery when said conductingarm comes in contaetwith said contact-points, substantially as described.

t5. lhe combination, in an electric signal, oi' an electro-magnet, 50, a contact-1mi nt, l5, and wires connectinel said point with the coil of said magnet, an armature-lever, Si, which is normally in circuit with said magnet and the earth, an electrosmagnet, 3S, and wires connecting' the same with sai d magnet 30, thelinewir-e5), connecting' with the signals of another station, and a conducting-arm, Si?, and a battery, B, mounted upon alnoving' train, whereby the signals ol' the stations are simultaneously set, snbstantiallyas described.

7. The combination, in an electric signal, oiii a contact-point, lt, an electro-magnet, 30, and wires connecting; the eoil thereof with said eontactpoint, an armatin'e-lever, 3l, which is normally in circuit with said magnet and the ground and provided with an insnlat ed end, 32, a connecting-nire, 72 and 70, a contactpoint, it), on the opposite side ot' the track, a moving; train, the conducting-arms S2 and Si', and th e batterylzi andthe connections mounted on said train, substantially as and ior the purpose described.

8. 'ihc combination, in an electricsignahot a contact-point, i7, an electro-magnetg 4:3', etmneetine' therewith by suitable cond uetingwires, an a1'inaturedever, iti, operated by said magnet, a eontact-point, 47, connecting-wires (313 (Sti, extending' therefrom to `ground, eontact-point 11S, condueting-ar|ns S2 Si', battery I3, alarm 75', al :nan-magnet. '75, magnet 7G, armature-lever '77, contact-points 7S 75l, and their electric connections, whereby an alarm is sounded upon a moving' train, substantially as described.

' .0. The combination, in an electric signal, oi' the pivoted bridge 5, the post i-, the ln'aeket 7, the tifontaetpoint i5, the connecting-wire l2', and line-wire with the bindingpost 5S, contact-point il, armature-lcyer 39, wire 53, (,'lectro-magnct 25S', wire 55', electro-magnet i3, wire 5S, electro-magnet 30', wire 3i', leadin to the earth, a moving' train, and the conducting-arms 82, and the battery li, earried by said train, whereby the signals are returned to normal positiml, snbstmitially as described.

In testimony whereof l a Flix my signatu re in presence oli' two witnesses.

ABTA ZEL'LAR BODA.

Yitnesses:

J. B. McDoNALD, I. D. HUNT. 

